Database System to Organize Selectable Items for Users Related to Route Planning

ABSTRACT

The present disclosure relates to an electronic system for providing access to a useable, tailored database of selectable items for a user, e.g., user selectable routes entered by pilot users to utilize for flight planning and aircraft route guidance, and other related information from a remote processing center to a local unit over wireless, wire line, or telecommunications network or combination thereof. The disclosure more particularly relates, for example, to an electronic system including one or more remote processing centers and a plurality of local units, e.g., a desktop computer, laptop, tablet, cellular device, or mobile telephone unit, for providing to a pilot&#39;s local unit information of other pilot users from one or more databases, in particular, a pilot user&#39;s route with FAA identifiers (such as airports, VORs, NDBs, waypoints, reporting points, airways, etc.), waypoints, departure airport, destination airport, hazards, FAA VFR sectional and/or IFR airway map for guidance, pilot comments, and other information which has been calculated and/or stored at one or more remote processing centers in response to a query or selection request received from a local unit operated by an pilot user, for example.

CROSS-REFERENCE TO RELATED APPLICATIONS

This present application is a Continuation application of applicationSer. No. 15/417,653 filed on Jan. 27, 2017 (pending and to be issued asU.S. Pat. No. 10,490,087), which is a continuation of application Ser.No. 14/518,158, filed on Oct. 20, 2014, which claims priority to U.S.provisional Patent Application No. 61/961,739 filed Oct. 21, 2013,entitled, “Database System To Organize Selectable Items For UsersRelated to Route Planning,” and each of which applications referencesimmediately above in this paragraph are hereby incorporated byreference.

BACKGROUND

In the field of aviation and general aviation—unless a pilot restrictshim or herself to flying locally at a departure airport—a pilot operatesan aircraft to fly from a departure airport, such as the pilot's homeairport, to a destination airport along a route selected by the pilot.Many times, for example, a general aviation pilot may have a destinationairport in mind but the flight required is beyond the local area of apilot's home airport, e.g., beyond 50 nautical miles. In such case, thepilot may be unfamiliar with the route and/or destination airport. Othertimes a pilot may not even have a destination airport in mind and maydesire to fly to a new destination airport previously un-flown route.For example, the term “hundred-dollar hamburger” is slang in aviationfor an excuse a general aviation pilot might use to fly to a new or aknown destination airport. Such a flight typically involves flying ashort, or sometimes long, distance to a destination airport, stoppingand eating a meal at an airport restaurant, and then flying back to thepilot's home airport. The term originally referred to the approximatecost of renting or operating a light general aviation aircraft, such asa Cessna 172, to fly round-trip to a nearby airport. E.g.,http://en.wikipedia.org/wiki/$100_hamburger, and contents therein.

Whether a pilot has a known destination airport, a new destinationairport in mind, or has not yet chosen a destination airport for aflight, the pilot is required to conduct flight planning prior to eachflight according to Federal Aviation Regulations (“FARs”). For example,FAR 91.103 says: “Each pilot in command shall, before beginning aflight, become familiar with all available information concerning thatflight. This information must include: (a) For a flight under IFR or aflight not in the vicinity of an airport, weather reports and forecasts,fuel requirements, alternatives available if the flight cannot becompleted, and any known traffic delays of which the pilot in commandhas been advised by ATC; (b) For any flight, runway lengths at airportsof intended use, and the following takeoff and landing distanceinformation: (1) For civil aircraft for which an approved Airplane orRotorcraft Flight Manual containing takeoff and landing distance data isrequired, the takeoff and landing distance data contained therein; and(2) For civil aircraft other than those specified in paragraph (b)(1) ofthis section, other reliable information appropriate to the aircraft,relating to aircraft performance under expected values of airportelevation and runway slope, aircraft gross weight, and wind andtemperature.” In flight planning, a pilot selects a route to thedestination airport with appropriate waypoints or airways. The pilot,among other things: calculates the amount of fuel required to completethe trip; checks for compliance with air traffic control requirements;checks for clearance from terrain and structures near takeoff andlanding areas; considers potentials for mid-air collisions; and avoidsrestricted or prohibited areas of flight and the like. In addition tothese hazards issues, a pilot making a flight plan may attempt tominimize overall flight costs by selecting the most efficient route,height, and speed for the aircraft type and sometimes seek to load theminimum necessary fuel, plus a safety reserve, on board, to maximizeflight efficiencies. For flights having a longer duration, fixed baseoperators (“FBOs”) having disparate prices for aviation fuel for sale topilots are utilized at airports along the way.

Since the shortest distance between two points is a straight line,pilots may desire direct routes for certain flights. Quite often,however, there are factors that should be considered that may make adirect flight undesirable. Mountainous terrain, restricted airspace,prohibited airspace, military operating areas (“MOAs”), and temporaryflight restrictions (“TFRs”), for example, present obstacles to directflights. In single-engine aircraft, pilots should give consideration tocircumnavigating large, desolate areas or large bodies of water. Pilotsshould also consider the single-engine service ceiling of multiengineaircraft when operating over high altitude terrain since the terrainelevation may be higher than the single-engine ceiling of themultiengine aircraft being flown, e.g., a multiengine aircraft with asingle-engine service ceiling of 6,000 feet cannot fly a route withterrain at 9,000 feet elevation. Precise flight planning of log items,such as pre-computed courses, time, distance, navigational aids, andfrequencies to be used will make enroute errors in these items lesslikely. Special attention should be given to fuel requirements, keepingin mind the need for an ample reserve as well as location of refuelingpoints available as the preflight progresses. A booklet known as theAirport/Facility Directory, published by the National Ocean Service,lists airports, seaplane bases, and heliports open to the public, aswell as communications data, navigational facilities, and certainspecial notices such as parachute jumping, Flight Service Station(“FSS”)/National Weather Service (“NWS”) telephone numbers, preferredroutes, and aeronautical chart bulletins. In addition, pilots shouldcheck with the nearest FSS for an update on the latest Notices to Airmen(“NOTAMs”). Pilots should avail themselves of all appropriate charts andpublications, including the Airman's Information Manual (“AIM”) andNOTAMs. A weather briefing is an important part of preflight planning.An overview of the synoptic situation and general weather conditions canbe obtained from public media (radio, TV, etc.) or by telephone fromrecorded sources to help the pilot to better understand the overallweather picture when obtaining a complete briefing from a FSS.Information on weather sources is contained in the Meteorology chapterof the AIM, available from faa.gov. For example, accurate weatherforecasts are desired to allow for accurate fuel consumptioncalculations based on effects of head or tail winds and air temperature.Aircraft flying IFR in controlled airspace may be required to followpredetermined routes known as airways, even if such routes are not aseconomical as a more direct flight. Additionally, the performance ofeach different aircraft type varies based on altitude, air pressure,temperature and weight. When attempting to formulate an efficient flightplan, one quickly discovers that a large number of decisions andcalculations are required in order to formulate an effective flightplan. Many flight plans follow routes at available altitudes which havethe most favorable current or forecast weather conditions. However,sometimes these are not the most efficient routes under varyingcircumstances. Flight planning will benefit from accurate and up-to-dateinformation share by other pilots.

In addition to a pilot performing flight planning prior to a flight, apilot (or a flight's dispatcher or controller) may or may not file aflight plan document (in paper or electronic form) with the FederalAviation Administration (“FAA”) or with a foreign civil aviationauthority. When used, these flight plan documents typically are filed(via in person, electronically or telephone) prior to the flight'sdeparture from the departure airport, although a pilot may file a flightplan in flight as well via radio. A flight plan in the United Statesgenerally includes departure date, time, and a departure and adestination airport, and a route, including any waypoints with properFAA identifiers. In addition, a flight plan includes the aircraftidentification or registration (a.k.a. the aircraft's tail number, forexample, “N56783”) and aircraft type (e.g., “TOBA” for a Socata TB200aircraft), an estimated time enroute, a listing of alternate airportsfor use in the event of bad weather, the type of flight (eitherinstrument flight rules (“IFR”) or visual flight rules (“VFR”), pilot'sname, and the number of persons on board the aircraft. For IFR flights,flight plans are used by air traffic control to initiate tracking androuting services. For VFR flights, their only purpose is to provideneeded information should search and rescue operations be required, orfor use by air traffic control when flying in a “Special Flight RulesArea.” In the United States, flight plans are required for all flightsflown under IFR. After an IFR flight plan is activated and an IFRclearance (and an IFR release if necessary) is obtained from air trafficcontrol, air traffic control may initiate radar tracking and routingservices for the aircraft either under its flight number or aircraftregistration that was provided in the flight plan. For VFR flying, apilot is not required to file a flight plan with the FAA unless theflight's path will cross national borders. Flight plans are recommendedfor VFR flights because they provide a way of alerting rescuers if theflight is overdue at its destination airport, and they can enable aservice known as “flight following” that utilizes ATC radar to warn ofother nearby air traffic enroute. Pilots flying VFR routes, however, donot commonly file flight plans.

The prior art includes known means for pilots to obtain informationabout new airport destinations, or to obtain information used to performflight planning but such prior art systems are limited. For example, asimple means is that known as “hangar flying.” This term originated fromthe hangar building where aircraft are maintained or stored. Startingfrom the early days of flying, when the weather was poor for example,local pilots sat around a coffee pot and talked about flying. The topicsof these informal gatherings ranged from regulations, techniques, flightinstruction, and flying in general. Pilots may discuss flights he or shehas taken. In addition, a pilot may utilize folding paper navigationalcharts on which a pilot can mentally review his or her intended route offlight. The pilot may draw a line on the chart representing the truecourse, and review the projected path across the face of the chart forthe location of good checkpoints, restricted areas, obstructions, otherflight hazards, and suitable airports. For VFR flight, pilot planning byeither pilotage or dead reckoning may be done utilizing a chart known asthe Sectional Aeronautical Chart, which is scaled at 1/500,000, or 8miles to the inch. The physical characteristics of most landmarks areshown in detail and the pilot identifies selected landmarks along theroute of flight. Another chart is the World Aeronautical Chart (“WAC”),with a scale of 1/1,000,000, or 16 mile to the inch. Many U.S. statesprint also aeronautical charts for VFR navigation within their stateboundaries. E.g., http://aystop.com/technical/preflight/preflight.htm.

A sectional chart is a two-sided chart created from a Lambert ConformalConic Projection with two defined standard parallels. The scale is1:500,000, with a contour interval of 500 feet. The size of eachsectional is designed to be “arm's width” when completely unfolded. The“northern” half of the section is on one side of the chart, and the“southern” on the obverse. The edges between north and south aredesigned with a calibrated overlap that permits plotting extensions ofcourse lines from one side to the other, once the user has scribed acorresponding “match line” on each side. All other edges are truncatedat a predetermined size. White space around the chart is filled with mapinformation and the legend, scales, and tables of airport and airspaceinformation. Terrain is color-coded for its elevation and major roads,cities, and bodies of water are shown for visual reference, as well asother identifiable structures (e.g., stadiums and water towers).However, most of the layers of data on the charts include specificinformation about obstacles, airspace designations, and facilityinformation (locations, radio frequencies, etc.). The legend dividesthese into several types of information, namely: airports, radio aids,traffic and airspace services, obstructions, topographic, andmiscellaneous. Other unusual features may be designated on the map withsymbols that do not appear in the legend, such as areas where laserlights are routinely pointed into the air (a jagged-edged circle), or awildlife protection area (a solid line with dots along the inside edge).The location of each airport and presence of control towers is indicatedwith a circle, or with an outline of the hard-surfaced runways (if over8,069 feet long). Blue shows an airport with a control tower and magentafor others. Military airstrips (without hard-surface runways) are shownwith two concentric circles. Private airports are shown with the letter“R” inside a circle. A heliport is designated with “H” in a circle. Anunverified airstrip is shown with a “U” in a circle. An abandonedairport with paved runways is shown with a circle having an “X” over it.

The prior art also includes general reference to electronic meansrelated to aircraft flights, such as U.S. Pat. No. 8,266,547 whichrelates to a graphical user interface for a travel planning system. U.S.Pat. No. 8,521,342 relates to a system, a method and a computer programfor recording technical issues of an aircraft, for use during flighttests on board of the aircraft. A client unit sends an access request toa server, which receives and processes this request, permits access tothe data and restricts the adding or modifying processing of the data toone client unit at a time. U.S. Pat. No. 7,779,023 relates to aninternet website which presents a hierarchical menu structure to usersincludes a personalization engine to automatically modify the menustructure for each user. U.S. Pat. No. 7,668,744 relates to a fleetengine, a crew engine, a passenger engine and an integration engine thatcommunicate with a distributed computer network via two-waycommunication channels to monitor and repair disruptions to schedulesparticularly in the airline industry. When a disruption occurs, themethod will produce a plurality of solutions that are structurallydifferent for evaluation by the controller or operations manager. U.S.Pat. No. 7,786,899 relates to flight tracking and a computer-implementedsystem where a plurality of flight information is received over adigital network and is stored in at least a database. The databaseincludes aviation information as well as aviation related content andadvertisements. In addition, the user may create personalized messagesand status update for display in response to a variety of flightconditions. For example, a user is able to select a set of flights froma set of flights scheduled for arrival/departure from a designatedairport/facility that typically are not regularly scheduled commercialflights. A customized display is then presented on a monitor operated bythe user which presents the information in a value added format that istriggered or sequenced based on flight tracking data. Value addedinformation can include an automatic instruction for the line crew toget the fuel truck, or for the ground transportation services to becalled, as a condition of the estimated time of arrival. Similarly, itcan include advertisements related to the flight information such thatsome advertisements are shown only before arrival and others only afterarrival or shortly before departure.

In addition, electronic systems have been developed which provide flightplanning and navigational information to a pilot but such prior artsystems are also limited. For example, U.S. Pat. No. 8,380,366 simplyconcerns an apparatus having a graphical touch screen for flightplanning and navigation of an aircraft by a pilot. U.S. Pat. No.8,185,298 relates to hybrid-heuristic optimization of competingportfolios of flight paths for flights through one or more sectors of anairspace represented by an air traffic system. In addition, there areelectronic systems which are generally accessed by users from localcomputers via a telecommunications network, such as cellular telephone,wired telecommunications, short-range wireless, or a combinationthereof. Such systems sometimes are known as flight planning tools, andare accessible through well-known commercial providers of flightplanning information for general and commercial aviation navigation suchas Foreflight, flightaware.com, airnay.com, duats.com, or skyvector.com,for example. A course line may be provided by skyvector.com, forexample, to a user in the form of a line generated by a computer onelectronic navigational charts. Similarly, U.S. Pat. No. 8,447,512relates to a process for generating computer flight plans on theInternet with the elements of: a raw XY&Z database of chart data, adatabase containing aircraft data, a software system to create VFR, IFRand road charts, an Internet web site accessible by a client computer, asoftware system which computes flight plans requested by the clientcomputer, a software system which allows for navigation data andaircraft editing by means of the Internet web site client computer, anda software system which allows for outputting flight plans by means ofthe Internet web site client computer. These systems, however, arelimited in the information they may provide a pilot trying to select anew destination airport, or trying to determine a practical route to flyas recommended by other pilots familiar with the route and/ordestination airport, for example. Also, such electronic systems do notdisclose or teach a database created by utilizing routes selected forsharing with pilot users by other pilot users, linking pilot usercomments to a displayed route, e.g., relating to hazards, terrain,obstacles, favorites, or permit interactive discussion by pilots of adisplayed route, for example.

Also, for example, prior art U.S. Pat. No. 8,214,144 of Flightawarerelates to a computer-implemented system and method for the processingand optimization of flight plans. Information regarding a plurality ofprevious flight plans is received over a digital network and is storedin at least a database. The database preferably includes aviation fuelprice information, aircraft performance information, and aviationweather information as well. Upon receiving a request, a servergenerates at least an optimized portion of a flight plan. In one form,historical flight plan data of others is automatically used to aid in acomputer determination of the optimized route offered to the user forreview, with the resulting final flight plan being electronically filedwith the FAA upon approval. In a further form, the user may arrange fueltransactions at intermediate destinations with the service providerreceiving a fee in exchange for facilitating the transaction. This priorart system, however, does not disclose or teach a database created byutilizing routes selected for use by other pilot users, linking pilotuser comments to a displayed route, or permit interactive discussion bypilots of a displayed route, for example. Also, for example, this priorart system utilizes an unintelligent database, e.g., it utilizes adatabase made indiscriminately from all filed flight plans (includingthose amended enroute by FAA changes) and radar followed aircraft forany given period of time such as a day or any fraction or multiplierthereof (which could include thousands or tens of thousands of flightplans), and/or calculates an optimized route for the flight based uponaircraft performance data, available fuel costs, and current or forecastaviation weather. Such a structure is not particularly useful forairport destination selection and route selection by a pilot.

Also, for example, U.S. Pat. No. 8,296,281 of Flightaware relates to acomputer-implemented system and method processes flight positioninformation and provides a notification to a remote user in response toa triggering event. Typically, flight position data is received over adigital network. The service accepts requests for notification basedupon the position of a specified flight and subsequently provides thatnotification based upon the flight position data. Upon receiving a userquery, a server retrieves a result set from the flight position data anddetermines if the triggering criteria has been met. In one form, therequested notification may be presented to the user in the form of ane-mail, telephone call, text message or the like. Also disclosed is asystem for flight tracking or planning which includes photographssupplied by remote users of the aircraft for which the tracking orplanning is associated, for use by other remote users that see theassociation of the supplied photos with the tracked or planned flight.Also disclosed is a social system for use with flight tracking orplanning which allows affiliated users to share information to theexclusion of other non-affiliated users.

The system of the '281 patent and other similar prior art systemshowever, are limited. For example, information is accessible by aircraftregistration or flight number not by pilot user or pilot identifier. Inaddition to the above shortcomings, the database of information is notintelligently built, for example. As discussed in the '281 patent, theFAA made a wealth of minute-by-minute flight-tracking informationavailable for distribution to the public with the creation of theAircraft Situation Display to Industry (“ASDI”) service, staring in1995. Through this service, with the exception of a request by an owneror operator to block particular aircraft, flight tracking data is madeavailable to several vendors who are subsequently able to provideinformation in a value-added format to their subscribers or other users.The ASDI information includes location, altitude, airspeed, origin,destination, estimated time of arrival and tail number or designatedidentifier of air carrier and general aviation aircraft operating on atleast the corresponding IFR flight plans within U.S. airspace. Generalaviation VFR flights that include air traffic control flight followingare often included. Traditional subscribers include flight departments,charter operators, limousine firms, airframe and power plantmanufacturers, air carriers, FBOs, research firms, and other users. Forexample, without ASDI information an aircraft service provider may notreliably know much in advance as to when food service or fuel would needto be delivered for incoming flights, so as to give its employees timeto prepare just enough in advance as to have the food at the righttemperature and condition, and the fuel truck in position, at theappropriate time, but with a minimum of waiting. In a similar manner, acasual user could not receive reliable advance notification as to whento leave to go to the airport to meet or pick up someone from anarriving flight so that neither would need to wait on the other. Withthe advent of this structure, a number of subscribers and other userswere able to obtain valuable flight information and increase theefficiency and reliability of their services. This prior art system,while describing accessing information from remote users, does not teachor describe the novel and inventive system disclosed herein. Forexample, this prior art system instead discloses users only supplyingwhat it calls “content segments” associated with a geographic location;these “content segments” are not routes of flight of a user, waypoints,or even comments on such a route of flight, but are disclosed only asreviews of an FBO, reviews of a caterer, or reviews of a limousineprovider located on or servicing a selected airport, or informationregarding an entity similar to an FBO, caterer or limousine provider;for routes of flight this system is tied and limited to a database ofroutes of flight built up en masse from the ASDI service.

In addition to shortcomings previously discussed, because these priorart electronic systems rely upon a database built up, e.g., en massefrom the ASDI service or other similar sources, the database ofinformation is not intelligently built or selective in the routesretained in its databases, and accordingly can be both over-inclusiveand under-inclusive in their dataset of flight plans and/or routes ofother pilots. Such shortcomings, for example, greatly limit theirusefulness for a pilot desiring information for a new destinationairport and desiring information for a new, previously unknown route toa destination airport. For example, these prior art electronic systemsdo not necessarily provide access to historical routes for entire trips,only routes for what is filed or provided by the FAA or ASDI service. Apilot (dispatcher or controller), for example, may file a flight planwith the FAA for an airport that is only intermediate to his or herdestination, then fly another leg to the destination airport. Also, apilot my file a flight plan, e.g. IFR flight plan, for one leg, but flyVFR and not file a flight plan for a second, third or final leg. Or apilot may fly to a destination airport solely VFR and file no flightplan (or obtain no radar flight following) at all. A system with adatabase such as that built from the ADSI service will not account forthese omissions, and does not concern itself with such flights becauseit was not designed by the FAA for that purpose—it only includes thoseflights for which IFR flight plans are activated and tracked and/or forVFR flights the receive flight following. On the other hand, an equallyvexing shortcoming is that such a prior art system then includes,robotically, without selection, all such flights in its database.Because prior art electronic systems are automatic, robotic in theircollection of data from FAA databases or the like, these systems do notknow that multiple flight plans may be involved in a pilot's route to adestination airport, nor will such systems know whether the collectedflight plan is only an incomplete part of a route. Likewise, for theseprior art electronic systems, if a flight does not have a filed flightplan or radar flight following, the flight's route does not getcollected into the prior art electronic systems database, e.g., becausethe flight's route is not in the FAA's data. Such a prior art system mayinclude another pilot's destination airport and route informationwithout such pilot having even used such system or even knowing that ithas been collected en masse for inclusion in a database.

Other prior art electronic systems provide a pilot only limitedinformation, such as through a basic message board. Still other priorart systems, such as socialflight.com and adventurepilot.com, provideevent or e.g. restaurant, airport or point of interest information,listed or displayed on an automobile or other non-aviation type map.While such systems identify a destination with airport identifiers andreader comments on a destination, they do not provide access by a pilotuser to route information with FAA (or ICAO) waypoints, airwayidentifiers that have been selected by other pilot users, or access toroute information of other pilot users linked to a destinationattraction, or access to pilot information, route comments by otherpilot users. Also, for example, even this basic information iscumbersome to use because these systems permit users who are not pilotsto select information for inclusion in the database, creating a systemthat is an advertising billboard rather than a useful database ofdestinations linked with route information (nor pilot discussion ofroute information, hazards, altitudes, waypoints, etc.) of other pilotusers for an pilot user.

In addition, such systems are not structured to provide routes or usefulroute information, and can be nearly useless for flight planning, oreven hazardous for flight planning. For example, such systems canprovide a user a list of destinations that are over 500 or more nauticalmiles away from a desired airport, regardless if another pilot has flownto that destination from an pilot's desired departure (e.g. home)airport; and in any event the database is not structured for entry byother pilots of route waypoints, route information, hazards, airspace oraltitude information, for example. Included destinations are notselected for database entry dependent on a particular departure airport(e.g., your home airport), or with regard to a particular route ofanother pilot, or whether another pilot has even flown to suchdestination from your airport. An imaginary line on a map to adestination airport is generated by a query to a computer, e.g., byadventurepilot.com, as a route rather than a route selected and actuallyflown by another pilot, for example. This imaginary route can depict aline through restricted airspace, over miles of water, or into hazardousterrain, e.g., through mountainous terrain, that exceeds the flightcapability of an aircraft rendering it useless for flight planning. As aresult, such systems are cumbersome to use, and are unreliable, verylimited or even hazardous in assisting a pilot user in consideringflight destinations, e.g., for cross country flight, and do not add toflight planning safety or ease of mind. In addition to the aboveshortcomings, such systems do not allow access to pilot user logbookinformation or provide tail number information, for example.

Prior art systems and their shortcomings do not obviate the need of apilot to start from scratch, so to speak, every time a general aviationpilot desires to select a new airport destination and select a new routerelated thereto, with linked pilot comments on route, destination, etc.Other aspects of such prior art systems add to their limits andinconvenience if used. These systems are difficult for a user to accessand collect information for flight planning, for example, because thesystems do not carry the desired information in its database, or if itis in a database it is obscured by other information. Because thesystems are discrete, they do not include all components, including theroute, new airport destination, attraction, other pilot comments, orselective building of a database. Therefore, there is a need for arouting and information system that continually provides access toup-to-date, correct geographic information by a local user. There is afurther need for a routing and information system which can beimplemented on handheld, portable devices for easy, convenienttransportation and use. There is a further need for a routing andinformation system which is independent of any particular hardwareconfiguration and which may be implemented on any suitably equipped dataprocessing apparatus, such as a desktop personal computer, a laptopcomputer, a personal digital assistant, tablet computer or mobiletelephone computer. There is a further need for a routing andinformation system which provides communication between mobile units anda base unit over any available channel, including wireless, wireline,and optical channels. There is a still further need for a datacommunication protocol for providing accurate, reliable communication insuch a system, independent of hardware configuration and in a compactform.

These prior art systems have many drawbacks, however, which haveprevented widespread use as a tool by general aviation pilots to aidthem in selecting airport destinations and routes. Information isdiscrete to a site or system and unlinked to other information and, evenif available, is only potentially available after a cumbersome search ofmultiple sites or systems, and what information is available iscluttered and unorganized, based on a gross collection of data ratherthan pilot user selected data, and many times directed only to needs ofcommercial airline operators and operations rather than general aviationpilots. The present disclosure solves these shortcomings as well asother problems that pilots face when collecting flight information fromother pilots, particularly related to airport destinations, routes andattractions. The present disclosure solves a number of theseinefficiencies as well as other problems present in the process offlight planning, as are illustrated in the descriptions that follow.

SUMMARY OF THE INVENTION

The invention and embodiments thereof relate generally to an electronicsystem for providing access to a useable database of selectable itemsfor a user, e.g., user selectable routes entered by pilot users toutilize for flight planning and aircraft route guidance, and otherrelated information from a remote processing center to a local unit overwireless, wire line, or telecommunications network or combinationthereof. The invention and embodiments thereof more particularly relate,for example, to an electronic system including one or more remoteprocessing centers and a plurality of local units, e.g., a desktopcomputer, laptop, tablet, cellular device, or mobile telephone unit, forproviding to a pilot's local unit information of other pilot users fromone or more databases, in particular, a pilot user's route with FAAidentifiers (such as airports, VORs, NDBs, waypoints, reporting points,airways, etc.), waypoints, departure airport, destination airport,hazards, FAA VFR sectional and/or IFR airway map for guidance, pilotcomments, and other information which has been calculated and/or storedat one or more remote processing centers in response to a query orselection request received from a local unit operated by an pilot user,for example. In addition, one or more databases of stored destinationairport, departure airport, route, attraction, FBO information, fuelinformation, hazards, weather, altitude, route information, and/or oneor more other pilots' comments on route and other information, etc. orcombination thereof is intelligently built up for storage at one or moreremote processing centers via pilot users selectively transmitting data,e.g., departure airport, destination airport, route information, fromlocal units via wireless, wire line, or telecommunications network orcombination thereof for inclusion in one or more databases to allowcreation of relevant, useful, understandable information for other pilotusers, for example.

In addition, an electronic system and information of other pilot usersselectively transmitted and stored in one or more databases of thepresent invention can be organized for viewing on a local unit in anorganized, easy to follow and navigate format, for example, permitting apilot operating a local unit to seek an airport destination, relatedroute, route information and/or commentary based on country, region,state, province, or departure airport, or name or personal identifier ofanother pilot user. In addition, an electronic system of the presentinvention can provide a list of current pilot users of the system, thosewho have accessed the system that day, and other statistics of pilotusers such as total number of routes submitted, recent number of routessubmitted, popular routes of the day, month or year, e.g., organized bystate, departure or destination airport, for example. It is to beexpressly understood, however, that the embodiments described herein,and each of the figures, are provided as examples and for the purpose ofillustration and description only and they and use of the terms such as“the invention” or “the present invention” are not intended as adefinition of the limits of the scope or embodiments of the disclosureof this invention. The priority application or any changes ordifferences, including any typographical or grammatical changes, betweenthe present disclosure and priority U.S. Provisional Patent ApplicationNo. 61/958,123 should not be read to limit or impair the scope of thepresent disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a block type diagram of an electronic systemincluding a network according to one example embodiment.

FIG. 2 illustrates an example entry form display of a unit for a pilotuser utilized in an electronic system according to one exampleembodiment.

FIG. 3 illustrates a flow diagram for an example entry of routeinformation by a pilot user.

FIG. 4 illustrates a sample display of a unit for accessing informationfrom a database of routes and linked information.

FIG. 5 illustrates a second sample display of a unit for accessinginformation from a database of routes and linked information.

FIG. 6 illustrates a third sample display of a unit for accessinginformation from a database of routes and linked information.

FIG. 7 illustrates a fourth sample display of a unit for accessinginformation from a database of routes and linked information.

FIG. 8 illustrates a fifth sample display of a unit for accessinginformation from a database of routes and linked information.

FIG. 9 illustrates a sixth sample display of a unit for accessinginformation from a database of routes and linked information.

DETAILED DESCRIPTION OF THE INVENTION

For the purposes of understanding of the principles of the invention,reference is made to embodiments illustrated in the drawings andspecific language used to describe the same. It is understood, however,that no limitation of the scope of the invention is thereby intended.Any alterations and further modifications in the described exampleembodiments, and any further applications of the principles of thedisclosure as described herein are contemplated as would normally occurto one skilled in the art to which the invention relates.

Currently, a general aviation pilot attempting to select a new airportdestination and to select an associated route, perform flight planningto a new airport destination, particularly for VFR flight, is a timeconsuming, burdensome, and inefficient process. Pilots have to choosenew airport destinations, plan their own routes without the insight ofother pilots, or use word-of-mouth methods to determine recommendedflight routes, waypoints, hazards, and the like. While certain flightplans of aircraft tail numbers filed with the FAA can be obtained andsearched through electronic systems, searching these systems can be asor even more cumbersome than planning a flight route from scratch. Asstated in the prior art, on any given day, more than 87,000 flights taketo the skies in the United States, for example. Only 35 percent, or justover 30,000, of those flights are commercial carriers, such as AmericanAirlines, United, or Southwest. The majority of the remaining flights,roughly 50,000, are general aviation flights and air taxi flights, withthe remaining being either military or cargo aircraft. While each ofthese daily flights is not required to submit a flight plan, asubstantial portion of them do; accordingly, any database that relies oncollecting such daily FAA data en masse, rather than, for example,utilizing pilot recommended and selected airport destinations and linkedrecommended and selected routes, actually flown by another pilot, andpilot comments, suffers from the proverbial finding of a needle in ahaystack, for example. In addition, such prior art systems do notcollect other potentially relevant routes, for example, un-filed VFRroutes. And, even were such information found by a pilot it is unlinkedto the comments and recommendations of the pilot who flew the route andwho desires to fly it as a new airport destination and route, orconcerns aircraft types, altitudes, and/or routes of little use to otherpilot users. Until the present invention, an electronic system allowinga pilot user to find a list of new airport destinations recommended andselected by other (local or remote) pilots, with recommended andselected routes by other pilots, and linked comments by other pilotshave been unknown, and finding such information has been impossible toobtain in a useful or usable manner. Another advantage of the presentdisclosure is that the structure of the system is more likely toencourage pilot use of the system, encourage pilot sharing of flightplanning information, encourage pilot interest in new flyingdestinations which he or she otherwise would not be aware or haveconsidered, and enhance flying safety for pilot users.

FIG. 1 is a diagrammatic view of a multi-site electronic system of oneembodiment of the present invention, providing an overall structure ofan example embodiment according to the present invention. A plurality ofpilot users utilizes local units 10 to access a remote processing center100 via telecommunications network 200. Depicted are local units in aform of handheld mobile devices 10 a, 10 b and 10 c. One or more ofthese units could alternatively be in a form of a desktop unit, alaptop, or other portable unit, for example. Local units 10 include adisplay, memory for retention of information, processing circuitry, oneor more input means for a user, power supply, and telecommunicationsinterface. A handheld unit 10 a preferably may comprise a combineddisplay and input means in a form of eight to ten inch LCD capacitive,active matrix touchscreen, memory including 64 GB solid state, flashtype storage, a dual-core GHz processor and related chipsets programmedwith an operating system, removable rechargeable Li-On or Li—Po battery,and telecommunications interface in a form of GSM, CDMA, EDGE, HSDPA,LTE 700, GPS and/or 802.11 radio chipsets and related antenna, orcombination thereof, for example. Also depicted is a local unit in aform of an aircraft, 10 d, wherein one or more devices within theaircraft comprise components to transmit to and receive information fromremote processing center 100 via telecommunications network 200, forexample, a panel or yoke mounted device with a display, memory forretention of information, a touchscreen interface for a pilot user, anda connection to an antenna for wireless communication, such as viasatellite. Telecommunications network 200 can be considered comprised ofmultiple or single networks, for example network 200 can comprisetelecommunications network 200 a or 200 b, wired and/or wirelessconnections 10 d, 10 e, 10 f, 10 g, 200 d, 100 d, 100 e or 100 f, orcombination thereof. Preferably telecommunications network 200 comprisesa public telecommunications network permitting wireless communication ofdata, for example, via satellite, GSM, EDGE, CDMA, or 802.11 protocols,or combination thereof. Alternatively, telecommunications network 200comprises wired network, for example, PTN, cable and/or DSL connections,in addition to or in lieu of wireless communication.

Also depicted is remote processing center 100 which comprises one ormore network interfaces 100 a, and one or more database processors,e.g., 100 b, 100 c. A database processor 100 a, for example, comprisesnetwork interface 20 a that may be utilized in lieu of or in addition tonetwork interface 100 a, storage 20 b, 20 c, and process circuitry 20 d.A database processor 100 a comprises one or more intelligent databases,e.g., maintained in storage 20 b and/or 20 c, accessible by a user ofone of units 10 via telecommunications network 200 and wired and/orwireless connections, e.g., 10 g, 100 e. A database processor 100 a maycomprise one or more computers comprising programming arranged to fetchand deliver content for display, to a unit 10, in response to a requestfor content transmitted from a unit 10 to such one or more computers,e.g., via telecommunications network 200, utilizing an appropriateaddress and transfer protocol, e.g., a locator, for delivering suchcontent. In addition, a database processor 100 a may comprise one ormore computers comprising programming arranged to receive content fromunits 10, e.g., via telecommunications network 200, utilizing anappropriate address and transfer protocol for receiving such content,e.g., transmitted from a unit 10 subsequent to a transfer of contentfrom a remote processing center, e.g., in response to a request forcontent transmitted from a unit 10 to such one or more computers, forexample to build up an intelligent database. Preferably, one or moredatabase processors can handle multiple, e.g., hundreds or thousands, ofrequests and/or transmissions via units 10 at any given time. Remoteprocessing center 100 also may utilize a mechanism for temporary storageof content requested by units 10 to reduce lag time and/or loading ofthe electronic system in providing content to units 10, for example. Inaddition, remote processing center 100 may also comprise administratoraccess to administer, control, maintain, and/or correct one or moredatabases via direct access, e.g., to a database processor or viatelecommunications network 200, for example utilizing a unit 10, oralternatively may be part of database processor 100 b and/or 100 a, orseparate. Remote processing center (or multiple remote processingcenters) and/or database processor (or multiple remote processingcenters), for example, could be provided by a same computer or varyingother arrangements of computers at one or more physical locations andstill be within the spirit of the invention. In an alternativeembodiment, farms of dedicated computers, a single proprietary system,and/or a storage area network could also be provided to support specificfeatures. An example database processor comprises a relational database,such as SQL, as is known to one of skill in the art, for example.Network interface 100 a may communicate with a database processor viaconnections 20 h, 20 j, 100 d, 100 e and/or 100 f, or combinationthereof, which may be wired and/or wireless, for example.

FIG. 2 is a diagrammatic view of an input display of a unit 10 for apilot user utilized to build up a database of an example embodiment ofthe present invention. This illustration provides an example of an inputscheme to build an intelligent database for use by data processor 100 bdepicted in FIG. 1 for an example embodiment according to the presentinvention. Such a database also could be located in data processor 100 cor distributed among multiple data processors and/or computers. Anintelligent database is built, for example, by utilizing certainparameters in this example embodiment, by providing to pilot users aneasy to understand data entry form that also requires the pilot user toenter certain required information in addition to entering a routeutilizing coded identifiers. In addition, by requiring that users arepilots registered with their respective country's aviation authority(for example, the FAA's Airmen Registry of registered pilot certificatesin the United States) it greatly increases likelihood that usefulinformation, particularly useful route information is entered into adatabase, rather than, e.g., information entered for advertising bynon-pilot users who have never planned and flown to an airportdestination, for example. Rather than solely relying on second-handinformation from other databases, for example, the one or more databasesof the example embodiment will be a purpose built system wheredestination airports, routes, and related information, etc. are selectedand built by pilot users for sharing and comment. In addition, commentsof pilot users, e.g., are linked to each entered route, for example. Inaddition, the system can have an option for a pilot user to send aselected route and related information from a flight planning tool tosystem for entry into database, for example. A pilot user also can usean entry form of a unit 10 in an example embodiment to link or embedstill or moving pictures in connection with a route, for example.

As depicted in FIG. 2 in this example embodiment, organization ofinformation for stored pilot user routes focuses on a more limitednumber of items in one place, unlike prior art items. The sample display30 includes a top menu 30 a through 30 g for a pilot user to select fromother displays of the system in this embodiment. Also shown, as will bediscussed further below, is a menu 30 v with selectable items showingeach of the fifty states and territories of the United States. To sharea new route with other pilot users, a pilot user selects menu item“share new route” 30 d and display 30 with form 30 h is presented, forexample. Available to a pilot user are specific, blank entry boxes forinputting information to assist in building an intelligent database at aremote processing center, for example. It is noted that the building ofan intelligent database already will have begun because a pilot user isselecting a route to share with other pilot users. In the exampleembodiment of FIG. 2, a pilot user enters:

-   -   Name for your Route 30 j,    -   Attraction name and/or type 30 k,    -   Destination airport's ICAO and/or FAA identifier 30 l,    -   Departure airport's ICAO and/or FAA identifier 30 m,    -   Route utilizing ICAO and/or FAA identifiers 30 n,    -   Aircraft tail number 30 o,    -   Comments on your route 30 p,    -   Destination State 30 q,    -   Departure State 30 r,    -   Aircraft type 30 s,    -   Altitude 30 t, and    -   Still or moving pictures to link 30 u.        In an alternative or in addition to this example embodiment, a        pilot user may have a profile transmitted to database processor        for storage to permit use of pre-stored pilot information based        on a pilot user having logged into the system, which will        obviate the need for a pilot user to re-enter his or her        identifying information and confirmation that he or she is an        airman registered with the FAA with piloting privileges, for        example. In other embodiments, 30 h can display a place to enter        pilot name and other related information, which can be for        storage as login information or may be required each time a        route is entered. In an example embodiment with a login feature,        pilot name and other information, for example, may also be        linked to an aircraft tail number, aircraft type and/or a home        airport. Also, in alternate embodiments more or less information        than depicted in entry form 30 h may be required to build a        database at a database processor. For example, a unit 10 may        display certain data entry boxes pre-filled, such as items 30 m,        30 o, 30 r and/or 30 s based on pilot user login, for example.        Also, for example, attraction, destination airport, and route        information may be imported to a database processor or a unit 10        from other electronic systems via a telecommunications network,        or via a program residing on a unit 10. The parameter 30 j is a        name selected by a pilot user for the route he or she desires to        share with other users. In the example embodiment, 30 j is        filled in with the name “Great pie trip!” The parameter 30 k is        a name selected by a pilot user of the attraction at the        destination airport he or she desires to share with other users.        In the example embodiment, 30 k is filled in with the name        “restaurant.” The parameters 30 l and 30 m are identifiers for a        departure airport and a destination airport selected by a pilot        user for a route he or she desires to share with other users. In        the example embodiment, 30 l and 30 m are filled in with the        coded identifiers “KPWK” and “I74,” respectively. As is        explained further below in connection with pilot user input        route information, departure and destination airport parameters        are filled in with airport identifier codes, codes which the        present example embodiment utilizes to create a user friendly,        easy to navigate database for a pilot user, for example.

The parameter 30 n is a route selected by a pilot user for a route he orshe desires to share with other users. In the example embodiment, 30 nis filled in with the identifier codes “KPWK OBK 3CK KLOT I74.” A routeis selected for sharing and input by a pilot user that comprises one ormore NAVAID identifier codes, airways and/or jetways. According to anexample embodiment of the present invention, a route selected for inputmay also include departure and destination airport identifiers as wellas intermediate waypoints. To maintain accuracy of the one or moredatabases and to simplify use for a pilot user, an embodiment of thepresent invention takes advantage of location identifiers whereby pilotsbuild up a database of airports and routes selected by them andutilizing these coded identifiers. As now explained, a locationidentifier is a symbolic representation for the name and the location ofan airport, navigation aid, or weather station, and is used for mannedair traffic control facilities in air traffic control,telecommunications, computer programming, weather reports, and relatedservices. In the present example embodiment, identifiers of theInternational Civil Aviation Organization (“ICAO”) are used, and wherean airport does not have an ICAO identifier but only an FAA identifier,the latter identifier is used. E.g.,http://en.wikipedia.org/wiki/Location_identifier. The ICAO is aspecialized agency of the United Nations located in the QuartierInternational of Montreal, Quebec, Canada that has codified principlesand techniques of international air navigation and fosters the planningand development of international air transport. The ICAO Council adoptsstandards and recommended practices concerning air navigation, itsinfrastructure, flight inspection, prevention of unlawful interference,and facilitation of border-crossing procedures for international civilaviation. Relevant to the present disclosure, the ICAO has establishedsets of 4-letter location indicators which are published in ICAOPublication 7910. These are used by air traffic control agencies toidentify airports and by weather agencies to produce METAR weatherreports. The first letter indicates the region; for example, K for thecontiguous United States, C for Canada, E for northern Europe, R for theAsian Far East, and Y for Australia. Examples of ICAO locationindicators are RPLL for Manila Ninoy Aquino Airport and KORD forChicago's O'Hare International Airport. ICAO codes are used by airtraffic control and airline operations for flight planning, for example.They differ from International Air Transport Association (“IATA”) codes,which are generally used for airline timetables, reservations, andbaggage tags. For example, the IATA code for London's Heathrow Airportis LHR and its ICAO code is EGLL. Most non-pilot travelers usually seethe IATA code on baggage tags and tickets and the ICAO code is usedamong other things by pilots, air traffic control and prior artflight-tracking services such as flightaware but not in the manner orarrangement of the present disclosure.

The Federal Aviation Administration of the United States utilizes anidentifier that is a three-letter or four-letter alphanumeric codeidentifying United States airports. They replaced an old system thatrelied on plain language, teletype station identifiers, and weatherreporting codes. For nearly all major airports, the letters arealphabetic three-letter codes, such as SFO for San FranciscoInternational Airport. Minor airfields typically have a mix ofalphabetic and numeric codes, such as 8N2 for Skydive Chicago Airportand 0B5 for Turners Falls Airport. Private airfields have a four-letteridentifier, such as 1CA9 for Los Angeles County Fire DepartmentHeliport. The system is designed to mesh with the Transport CanadaIdentifiers. Many FAA identifiers become four letter ICAO identifiers,for example, when a K is added to the beginning of the FAA identifier.For example, the FAA identifier for Indianapolis International Airportof “IND” becomes “KIND” as an ICAO identifier. The FAA is the authorityfor assigning three-letter identifiers (except those beginning with theletters N, W, Y, and Z), three and four character identifiers, andfive-letter name codes for the United States and its jurisdictions. TheDepartment of the Navy assigns three-letter identifiers beginning withthe letter N for the exclusive use of that Department. Three-letteridentifiers are assigned as radio call signs to aeronautical navigationaids; to airports with a manned air traffic control facility ornavigational aid within airport boundary; to airports that receivescheduled route air carrier or military airlift service, and to airportsdesignated by the United States Customs Service as Airports of Entry.Some of these identifiers are assigned to certain aviation weatherreporting stations. Most one-number plus two-letter identifiers havebeen assigned to aviation weather reporting and observation stations andspecial-use locations. Some of these identifiers may be assigned topublic-use landing facilities within the United States that do not meetrequirements for identifiers in the three-letter series. The number isalways in the first position of the three-character combination. Mostone-letter plus two-number identifiers are assigned to public-uselanding facilities within the United States that do not meet therequirements for identifiers in the three-letter series. Some of theseidentifiers are also assigned to aviation weather reporting stations.One-letter plus two-number identifiers are keyed by the alphabeticalletter. The letter may appear in the first, middle or last position inthe combination of three characters. When the letter signifies an AirTraffic Control Center's area, the assignment will not change if theCenter's boundaries are realigned. Identifiers in this series, whichcould conflict with the Victor, Jet or colored airway numbers are notassigned. Two-letter plus two-number identifiers are assigned toprivate-use landing facilities in the United States that do not meet therequirements for three-character assignments and are keyed by thetwo-letter Post Office or supplemental abbreviation of the state withwhich they are associated. The two letter code appears in the first two,middle, or last two positions of the four character code. The use of theFAA identifier system in meteorology ended in 1996 when airwaysreporting code was replaced by METAR code. The METAR code is dependentwholly on the ICAO identifier system. For NAVAIDs, FAA locationidentifiers may be three or five lettered codes, for example, “OBK” forthe VOR station of Northbrook, Ill. and “PAMME” for the middle markeridentifier at Chicago Executive Airport for the ILS runway 16 approach.

Returning to the sample entry display 30 of FIG. 2, parameter 30 o is anaircraft tail number selected by a pilot user to share with other usersthe aircraft connected with the route and/or pilot user. In the exampleembodiment, 30 o is filled in with the name “N3059D.” Parameter 30 s isan aircraft type identifier selected by a pilot user for the route he orshe desires to share with other users. In the example embodiment, 30 sis filled in with the FAA identifier “TOBA.” Parameter 30 p is commentsselected by a pilot user for the route he or she desires to share withother users. In the example embodiment, 30 p is filled in with comments:“Be sure to check to see if MOA near KGUS is active. KGUS approach guysare very helpful. Restaurant cook will bake a pie for you while you eatlunch.” Parameters 30 q and 30 r are two-letter identifiers of thedeparture and destination state, respectively, selected by a pilot userfor the route he or she desires to share with other users. In theexample embodiment, 30 q and 30 r is filled in with “IL” and “OH”.Parameter 30 t is an altitude, for example highest altitude of a route,selected by a pilot user for the route he or she desires to share withother users. In the example embodiment, 30 t is filled in with a codedidentifier “70” for an altitude of 7,000 feet above mean sea level.Parameter 30 u is an additional database field to permit a pilot user tolink still and/or moving pictures to the route he or she desires toshare with other users. In the example embodiment, 30 u a pilot user hasused 30 u to upload in inflight video and photos of the attraction forpilot users to view. In addition, box 30 i is menu display of “AllRoutes” previously entered by pilot users, organized under menu itemsdeparture airports, destination airports, tail number, “NavFriend” pilot(a sample tradename selected for this example embodiment), andattraction, for Illinois in this example, wherein each menu item isselectable.

FIG. 3 is a flow chart of an example entry of route information by apilot user. Utilizing a unit 10 a pilot user transmits a request to aremote processing center to initiate use of an electronic system forsharing route information with other pilot users, in this example toenter information for a route to share with other users. A remoteprocessing center receives request from a unit 10 and displays contentfor identifying the pilot user, which request may be accomplished in asingle or multiple transmissions to and responses from a remoteprocessing center. In the present example, a registered pilot user usinga unit 10 transmits a request for content from a remote processingcenter, a remote processing center receives the request and causes adisplay to be transmitted to the unit 10, the registered pilot userenters identifying information which unit 10 transmits to a remoteprocessing center which it receives and is checked by one or moredatabase processers to confirm pilot user name, password. If a checkfails, error content is sent to unit 10 for a user to reattemptidentification. If a check passes, remote processing center transmitsthe pilot user's information, and if desired a pilot user's “home”content, to a unit 10 for display. Unit 10, for example, can display apilot user's profile information, including name, aircraft type,aircraft tail number, a list of selectable IACO identifiers of departureand/or destination airports, a list of tail numbers, e.g., of friends'aircraft, favorite aircraft, aircraft flown, and/or a list of otherpilot user friends. Unit 10 also can display popular routes for the day,week, month, six months, etc., airport use statistics, populardestination airports, attractions, departure airports, for the day,month, year, etc., pilot favorites, alerts for desired destinations ordesired routes of a pilot user (for example requested via a navigationboard), a pilot user's logbook of routes flown over a certain period oftime or during the lifetime as a registered user, a message board, forexample. Alerts or other timely or updated route, attraction or otherinformation can be transmitted by push notification from a remoteprocessing center, e.g., upon meeting certain pilot user conditions, ortransmitted to a unit 10 in response to entry of a request for such typeinformation, for example. In an alternative embodiment, a request forcontent from non-registered pilot user is transmitted from a unit 10 toa remote processing center which is received and causes a display to betransmitted to the unit 10, the non-registered pilot user enters a pilotregistration number and identifying information such as a new usernameand password which unit 10 transmits to a remote processing center whichit receives, and cross-checks the registration against one or more FAA(or a foreign registry if applicable) registered airmen databases toconfirm the information transmitted from unit 10 in fact identifies anairman registered with a governmental authority. If the check fails,error content is sent to unit 10 for a user to reattempt identification.If the check passes, the new pilot user is entered into and organizedinto the one or more databases of database processor, and the remoteprocessing center transmits the pilot user's information, and if desireda pilot user's home content, to a unit 10 for display. Remote processingcenter then receives a request from unit 10 for share route content todisplay, which is transmitted from a remote processing center to unit 10to display. A pilot user then inputs data to complete a share route formdisplay, for example as described for FIG. 2, which is transmitted fromunit 10 to a remote processing center, which receives route parametersand cross checks information against known airport, navaid, waypoint,airway, and jetway codes, for example, to verify validity of transmittedcodes for entry into a database of database processor. If not verified,remote processing center transmits error data or an error message tounit 10, and if verified, remote processing center transmits completedroute content, e.g., confirmation of entry, and a map with completedwaypoints, departure and destination to display to unit 10, in thisexample. As discussed elsewhere, information is entered, transferred,stored at a remote processing center, and information includes ICAOidentifier, comments, hazards, etc., for example. It is noted that theforegoing requests to and transmissions of content from a remoteprocessing center can each occur in one or multiple requests andtransmissions, or fewer overall requests and transmissions may beutilized, or other means for accomplishing content requests andtransmissions, as will be appreciated by those skilled in the art.

In the present example embodiment, by relying on pilot users' selectiveentry of desired route information for public viewing and discussion,rather than a system that indiscriminately gathers for display routesfor all tracked flights, e.g., all IFR and/or VFR tracked flights,regardless of whether selected for sharing, from another government orcommercial system while omitting other VFR flights, for example, allowsfor the building of a more selective and useful database of routeinformation for other pilot users. This result in turn will encouragemore useful data entry resulting in a more useful, more relevant anduser friendly route information system for pilot users, for example. Inaddition to aspects of the present example that provides pilot usersadvantages in the way relevant route information is collected from pilotusers, e.g., departure, destination and route information selected forentry and viewing by such pilot users rather than en masse collectionfor a database, another aspect of the present example allows a pilotuser to access a database tailored either to his or her personal, e.g.,local, preferences, while at the same time permitting a pilot user todiscover and select new distant (or even nearby) airport destinationsand/or attractions in a user friendly display interface. For example, toassist a pilot user is organization of a portal or displays to permit apilot user access to a database of such route information as furtherexplained in an example below.

FIGS. 4 and 5 are diagrammatic views of displays of a unit 10 for apilot user to select desired information from an intelligent, e.g., anorganized and relevant, database according to an example embodiment ofthe present invention. In an example of the present disclosure,selection can be organized by various selectable items: country, state,province, destination airports, departure airports, aircraft tailnumbers, pilot user, and/or attraction, for example. Investigation andstudy of needed data for a pilot user and different ways to implement auseful display of database information indicate that certain items canpresent more user friendly starting points for selection than others.For example, according to the 2011-2015 National Plan of IntegratedAirport Systems, released by the U.S. Department of Transportation andthe Federal Aviation Administration, there were over 19,700 airports inthe United States. Of these, 5,170 airports are open to the generalpublic with 503 airports offering commercial service. The majority ofpublic airports (2,829) are designated as reliever or general aviationairports versus commercial service. E.g.,www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/html/table_01_03.html.Listing all of these airports in a single display is not user friendly.Only those deemed relevant for selection by pilot users for entry ofroute information will become part of the database, or sub-database forexample. For example, for the United States, there are far fewer statesand territories than airports. From study and observation, it wasdetermined that, contrary to the arrangement of prior art systems, mostgeneral aviation pilots originate flight planning from a “home” airport,and complete flights within the state of the home airport, or one or twostates surrounding such state, for example. These pilots will beinterested in their home airport, and other pilot friends, and notnecessarily other airports as departure points, nor all otherdestination airports, for example. Pilots, however, desire to planflights to new destinations, including destinations with attractions atdistant airports, for example. These observations required study andinvestigation, and were not obvious without experimentation intodifferent arrangements and layouts of FAA data types. Thenon-obviousness of these insights is evidenced by the failure of currentsystems to provide a user-friendly interface or display to select usefuldeparture or destination information for a pilot, for example, despitecommercial availability to pilots for multiple years. FIG. 4 depicts ananother example display 40 for selectable countries including the UnitedStates with a display 40 a of an easy to use menu of selectable items onone side, e.g., items 40 f, and a welcome display 40 b with selectableitems on the other. Selectable items in this example include those shownin 40 a and 40 b, for example, with 40 a displaying an easy to use menufor accessing routes from a remote processing center, e.g. 40 f andassociated items 40 g, routes that have been selected for entry into adatabase at a remote processing center. Items 40 g, for example, areutilized for scrolling through selectable items menu 40 f, for example,in a manner as known to those skilled in the art, and such menu may beused in other displays. When the “United States of America” from 40 f indisplay 40 a is selected by a pilot user utilizing a unit 10, a menu ofselectable states and territories 40 c appears toward the top of thedisplay, for example. Welcome display 40 b includes selectable items forpopular routes and featured routes, for example. Also included in 40 bis an option to search for routes, e.g., using key words and/or Booleanoperators in lieu of or in addition to use of the selectable menu itemsof display 40 a, for example. Also included is a welcome message,identification of the pilot user, instructions on use of the menu 40 aas will be known to those skilled in the art, a selectable item for alegal disclaimer, and statistics of routes entered into the database andnumber of pilot users currently using the system. Display 40 b also caninclude a selectable menu item for a pilot user's other pilot users thathe or she has included in a personalized list of aircraft and/or otherpilots of which he or she wishes to keep informed.

FIG. 5 depicts an example display 50 of a unit 10 after a pilot userselects selectable menu item for Illinois in 40 c. As shown in theexample a menu of selectable items 50 a is displayed. A selection of oneof these selectable items can cause a list of pilot user routes todisplay according the name of the selectable item. The selectable item“Attractions,” for example, can display a list of attractions such asrestaurants or air shows, where an attraction is associated with a routeentered by a pilot user and/or with a tail number, etc. A number next tothe selectable item can indicate the number of available pilot userroutes to view associated with each selectable item, for example “(405)”for Destination airports. The selectable item “Destination airports,” orthe other selectable items, may be limited to pilot user routes that areassociated only with a particular higher menu item, e.g., only those inIllinois, or other parameter to make the selectable items more userfriendly and ease searching of routes and other information. FIG. 6depicts an example display of a unit 10 after a pilot user selectsselectable menu item for departure airports from menu 50 a below itemIllinois. For all selectable items other forms of selection in otherexample embodiments may be utilized than those depicted in these exampleembodiments, for example drop down menus, text boxes, icons, radiobuttons and/or dials, or a combination thereof. FIG. 6 shows menu 60 aunder “Departure airports” and still shows other menu items 60 b. FIG.6's departure airports are identified by FAA and/or IACO codes, forexample, 10C, KPWK, etc., with a number of pilot user routes depictednext to a departure airport identifier code. Not all airports ofIllinois are listed under the selectable item “Departure airports (173,2 New).” Those departure airports that are included for selection, aswith airports under other selectable menu items, are dependent onwhether a pilot user has transmitted a route to database at remoteprocessing center via telecommunications network for sharing with otherpilot users, for example. In this manner, an easy to use, manageablemenu or accessible list is available to a pilot user. Also, the numberof departure airports, or other menu items, may be limited to one or afew to simplify user access to routes, e.g., if displayed on a smallhandheld device, such as a mobile phone. The destination airports,aircraft tail numbers, pilots, and attractions included in database forselection under selectable items 60 b are dependent on whether a pilotuser has transmitted a route to database at remote processing center viatelecommunications network for sharing with other pilot users, forexample.

FIG. 7 depicts an example display of a unit 10 after a pilot userselects selectable menu item for departure airport KPWK below itemDeparture airports. For example, a scrollable list 70 a of availableroutes listed by name can be displayed. Available viewable routes, forexample those displayed, have been selected for entry (and for viewingby other pilot users, e.g.) by pilot users and entered into a databaseat a remote processing center of an example embodiment system. Up anddown controls 70 b are displayed for route scrolling, for example, andairport “KPRG (1)” is still viewable along with associated up and downcontrols for departure airports. Also displayed are a number of notes,or message replies, of other pilot users commenting on a pilot userroute, for example “(32 Notes)” next to “Airventure 2013.” This featurepermits interactive communication between pilot users to permitdiscussion of routes in database to assist a pilot's knowledge of aroute and/or to permit social discussion of routes, if desired. Featuresor icons to permit real time visual, textual, and/or audiocommunication, messaging between users over telecommunications networkcan be integrated into a display 40, 50, 60, 70, etc. or in units 10.The number of routes or notes available from a given display can belimited if desired. For example, “Destination airports (405)” in 60 bcan be limited to destination airports in Illinois only, or todestination airports for routes departing from an airport in Illinois,or limited to destination airports departing from KPWK, e.g., once KPWKis selected, or combination thereof. In addition, another databaseretrieval feature may be incorporated into a display, for exampledisplay 70, where available routes can be filtered and/or displayeddependent on certain parameters relevant to a pilot user, such as byaircraft type (e.g., piston, twin, turbine, etc.), altitude, cruisespeed, etc., for example. Also, a rating by users can be displayed, suchas a number of stars to indicate, e.g., popularity of a route.

FIG. 8 depicts an example display of a unit 10 after a pilot userselects selectable item for “Great pie trip!” from menu 70 a below itemdeparture airport KPWK. The selectable item from menu 70 a expands toshow in display 40 a, in this example, three entries for “Great pietrip!” and the identity of pilot user who entered the route, as well ascomments and/or replies to a route and identity of pilot users who havemade comments and/or replies, and related dates. FIG. 8 illustratesexample content of a route available for viewing by a pilot user viasearching for a route based on desired parameters, and/or via pilot userselection through selectable menu items, in this example user selectionof the first entry for “Great pie trip!” A focus of FIG. 8's exampledisplay information is route data utilizing FAA coded identifiers. Bybuilding an intelligent database, this coded information can be used tocorrelate the actual route on a copy of an aviation map, for example anaviation map authorized for navigation, such as an FAA authorized VFRSectional Chart, WAC, or IFR Low Airways Chart. Sample display 80includes the example route drawn on a VFR Sectional Chart with courseindicators. Selectable menu items can be included to permit display ofalternative charts, e.g., a WAC, IFR low airways, World low, World high,etc. In an alternative embodiment, route graphics can be depicted inseparate displays if desired. Displays are controllable, e.g., to allowenlarging, zooming or panning of an image. Additional map images, e.g.,as thumbnail images, can be depicted in display 80, for example anadditional image of the departure airport area and destination airportand area, respectively. In addition, route altitude and terrain data canbe utilized to display the route on a three dimensional representationof the route and terrain enroute. Weather information, for example,satellite images, radar, METARs, ceiling, and other weather information,can be displayed as well, separately or along a desired route. Theforegoing also can be displayed using a unit 10 via a three dimensional,e.g., holographic, view for ease of viewing. Also included and/ordepicted can be airport FBOs, useful radio frequencies, for example byusing the ICAO and/or FAA coded identifier to collect airport facilitydirectory information. A number of times a route is viewed by pilotusers also is displayed. In addition, ICAO codes can be received andprocessed by same or another remote processing center to generate aroute or course line on a chart such as a VFR sectional chart. The routeor course line is available for viewing by the user or pilot who enteredthe navigation information and by other users or pilot users.

FIG. 8 depicts the route, comments, etc. entered by a pilot user;however, comments and/or replies of other pilot users can also beaccessed via display 80, for example, by scrolling display 40 b toreveal replies and/or comments on a route that are entered by pilotusers after entry of the route in a database. If desired, the route andreplies may be presented on one display. A pilot user's route for aday's flight can be linked to one or more messages of that pilot user.For example, after a pilot user enters a route utilizing a unit 10 andtelecommunications network transmitting to database at a remoteprocessing center, database processor is arranged to transmit a message,e.g., an alert, via telecommunications network, to one or more units 10to notify a pilot user that a route is available for viewing. Suchalerts can be arranged for transmission based on whether a pilot userhas selected this option e.g., in response to a wish list or query abouta destination or route or in connection with a list of pilot userfriends, or selected for a pilot user. The pilot user's route is alsolinked to the pilot's profile. ICAO codes selected by the pilot or usercan be received and processed by same or another remote processingcenter to generate a route or course line on a chart such as a VFRsectional chart in electronic form. Such a system creates a useful andinteractive means for a group of pilots to each collect route, waypoint,information about a personal flight, transfer such information to aremote processing center, have such information be processed to allowlinking of information to a route, have such information be processed toallow a graphical display of such route which is linked to such routeand the profile of the pilot that provided the route information, storesuch information, allow other pilots to access such route information,and allow other pilots to comment on such route information. To avoidoverloading the available selectable items associate with routes for apilot user, an example system can limit menu results from a database,for example, to a period of time, e.g., a day, week, six months, oneyear, two years, etc., or a number of routes, or narrow search results.In addition, as depicted in menu 40 d, a pilot user can access a pilotuser's personal logbook that presents a display to access routes, forexample all routes, entered by a pilot user into a database at a remoteprocessing center utilizing a unit 10. If desired, a database may beadditionally organized to permit a pilot user to access other pilotusers' route, flight, and/or logbook, etc. utilizing a unit 10, forexample via a selectable item “My NavFriends” in menu 40 d, e.g., alongwith alerts. Also displayed in display 40 b is a group of selectableitems 80 b for a pilot user to access additional features of a databaseaccessible from a remote processing center. COMMENT allows a pilot userto submit a public comment to a route or related information. RATEallows a pilot user to rate a route and/or attraction based on personal,subjective, or objective parameters. FLAG allows a pilot user todesignate a route for special attention, e.g., for viewing at a latertime. A list of such routes could be created for a pilot user. WISH LISTallows a pilot user to create a query regarding one or more desiredroutes by a pilot user, where the one or more queries is publiclyavailable for comment and/or reply by other pilot users and/or torequest posting of, e.g. of a flown route by another pilot user. COPYallows a pilot user to copy a route, and related information if desired,to another program or the same or another unit 10, or to a personalcomputing device. BRIEF allows a pilot user to obtain a weatherbriefing, e.g., FAA standard brief, for a route. REPLY allows a pilotuser to submit a reply to a route in database, e.g., to submit comments,questions, or supplemental information in connection with a route. SHAREallows a pilot user to select an option to share his or her routes withother pilot users, e.g., via alerts. HAZARD allows a pilot user to viewpotential flight hazards along a route and/or to identify additionalhazards. NAVFRIENDS allows a pilot user to view a list of other pilotusers he or she desires to share routes and/or view routes. FILE allowsa pilot user to file a route as part of a flight plan with agovernmental agency, e.g., the FAA. Relatedly, a route can be exportedto another electronic system for use by that system, e.g., ForeFlight,and then if desired filing with a governmental agency such as the FAA.TFR/OVERLAY allows a pilot user to display on the same or differentdisplay TFRs on a chart with route. PERSONAL MESSAGE allows a pilot userto send a non-public message to another pilot user, e.g., via text,video, photo, email, vmail, etc. SOCIAL MEDIA POST allows a pilot userto link his or her route information, e.g., moving, still pictures, etc.to a social media system such as Facebook, Twitter, or Instagram.AMEND/ADD/UPDATE allows a pilot user to update and correct a previouslytransmitted route and related information. AFD allows a pilot user toretrieve information found in a government authorized Airport FacilityDirectory, such as control tower and other frequencies, runway data, FBOinformation, etc. WEATHER/OVERLAY allows a pilot user to overlay weatherinformation, e.g., radar, winds aloft, cloud cover, ceiling,temperatures, AIRMETS, SIGMENTS, etc. NOTAMS allows a pilot user todisplay FAA notices to airmen, etc. Display 80 also includes selectableitems 80 c, in this example PHOTOS, NAVFRIEND PILOT PROFILE, PILOT, andAIRCRAFT.

Example embodiments of the present disclosure, with arranged displays,selectable items, and database, for example, allows for a compact, easyto use system, and unlike any known prior art system the disclosureconcerns a database created, e.g., by selective input of routes by otherpilot user that are publicly accessible on a local unit of a pilot user.Pilot users want to know who is flying from his or her home airport, andto what interesting destinations other pilots are flying. Exampleembodiments of the present disclosure, for example, utilizes flight planinformation entered by pilots for viewing, discussion, and comment byother pilots and pilot user comments on route, attraction, etc. linkedto a single display session, and unlike any known prior art system isorganized in a useful way, for example, a request for flights from or toan airport will not indiscriminately show every filed and activated IFRflight plans for that airport. Also, example embodiments permit sortingof routes and display of routes based on pilot identification, and donot require a user to be permitted by the FAA to file IFR plans onbehalf of a pilot. Example embodiments are directed to informing pilotusers of destinations, attractions, or encouraging pilot users to shareroute information for discussion and review by other pilot users. Inexample embodiments of the present disclosure routes also may beorganized by most recent entry or, e.g., in alphanumeric order. Pilotusers may move back and forth between displays. Pilot users may crossreference routes with other routes. Displays of example embodiments mayrequire scrolling to be visible on one display interface, e.g., of acompact device such as a mobile telephone. For example, on a compactdevice at least top portion of an All NavFriend Routes menu will remaindisplayed while a route and related information are viewed in anadjacent display. In example embodiments other pilot users can: 1) viewroutes, 2) can comment on other pilot user routes or respond to commentson their own routes entered for sharing, 3) can communicate with otheruser pilots, reply to comments, etc., and 4) pilot users can rateentered routes. In example embodiments, in addition to or in lieu ofselectable items menus, a user can also search by destination airportand departure airport, or other parameters such as tail number, pilotidentification, attraction, etc., via key word, code, Boolean, or othersearch features. In addition, in example embodiments routes may beorganized by profile information of pilot user, such as home airport ofpilot, pilot certificate or rating of pilot, e.g., commercial,instrument rating, tail wheel, single-engine-land, category and class ofaircraft. It is noted that reference to the tradename “NavFriend” inthis disclosure should not be read to be limiting the presentdisclosure, invention, or claims to any commercial embodiment laterimplemented.

FIG. 9 depicts an example display of a unit 10. A remote processingcenter has information relating to multiple users or pilots who havetransferred profile information to a remote processing center via one ormore units 10 and a telecommunications network. Profile information of apilot user includes, for example, pilot's name, pilot's home airport,and one or more tail numbers associated with a pilot user. Display 90shows an example display after a pilot user selects “My NavFriends” inmenu of selectable items 40 d, where transmitted from remote processingcenter is a list of pilots, which is a subset of pilots in database ofdatabase processor at remote processing center, for example. Likewise,in display 90 a is a list of tail numbers and airports, which is asubset of tail numbers and airports, respectively, in database ofdatabase processor at remote processing center, for example. Pilotusers, for example, can determine what items will display in display 90a based on selection of certain parameters. For example, a pilot usercan invite other pilot users to be displayed on his or her unit 10, orbe invited to join another pilot user's “My NavFriends” menu. Associateddata parameters, such as tail number and airport, can be linked with apilot name when selected, or other data parameters displayed, such astail numbers or airports, can be independent and selected separately fordisplay along with another parameter such as a pilot's name. In otherembodiments directed to other types of selectable items, items selectedfor display 90, e.g., automobile owner, owner's home, plate number, canbe similarly selected for display. The disclosure and structures of thepresent invention and example embodiments can be directed to and use assubstitutes selectable items including any association along the linesof person, equipment operated, equipment identification, home location,and/or area of operation, for example, biker, bicycle identification,home, area or route of use parameters, or mobile phone user, phoneidentification, home, area or route of use parameters, etc.

Although the present disclosure and its advantages have been describedin detail, it should be understood that various changes, substitutions,additions, and alterations can be made herein without departing from thespirit and scope of the present disclosure, and/or as defined by theappended claims. As one of ordinary skill in the art will readilyappreciate from the disclosure of the present disclosure, manufacture,systems, apparatus, processes, steps, devices, or means presentlyexisting or later to be developed that perform substantially the samefunction or achieve substantially the same result as the correspondingembodiments described herein may be utilized according to the presentdisclosure. Accordingly, one or more of the appended claims can includewithin their scope such systems, apparatus, processes, steps, devices,or means.

1. An electronic system including one or more remote processing centerswith storage of user selectable items, including aircraft flight routesutilizing data input from pilot users, wherein each of said one or morecenters comprises: (a) a network interface configured to connect saidcenter, via a telecommunications network and a wireless communication ofdata, to communicate with a handheld portable data entry unit of a pilotuser, which unit includes: (i) one or more input sensors that input usercommands and information to said unit; (ii) a wireless communicationsinterface; (iii) a display screen coupled to said one or more sensors,which displays a plurality of user selectable items in response to inputvia a said sensor; and (iv) wherein said unit is programmed to submit aflight plan in electronic form for filing with an aviation authorityservice; (b) a database processor and computer storage, which databaseprocessor includes processing circuitry and communicates via a networkinterface; (c) a database of information and of user selectable flightroutes built via one or more said database processors utilizing aplurality of complete sets of data of flight routes selected by one ormore pilot users to transmit to the system via at least one or more of aplurality of said portable data entry units of pilot users; and whereina center of said one or more centers: (i) receives from a unit of saidplurality of units personal identifying data of a user associated withthe unit, wherein the identifying data includes data utilized as logininformation to permit receiving of content from the system concerningflight route information to the unit; (ii) receives and accepts from aunit of said plurality of units a plurality of codes for entry into thecenter's database, wherein each code represents a selected airport,navigation aid, reporting point, airway, predetermined route, orwaypoint selected by a user of said unit in defining a flight route; andwherein each code is an identifier code or location code, eachelectronically checked as corresponding with a valid airport, navigationaid, reporting point, airway, predetermined route, or waypoint; (iii)receives and accepts for the center's database from a unit of saidplurality of units at least a complete set of data of a flight routeselected by a pilot user, from a departure to a destination; (iv) storesthe flight route, corresponding to the complete set of data, with theflight route linked to a name of a user, which name is associated withthe unit of said plurality of units which transmitted the complete setof data; and wherein (v) each said complete set of data of a flightroute includes at least: a departure for the flight route which includesan airport identifier code or a location code; a destination for theflight route which includes an airport identifier code or a locationcode; one or more intermediate waypoints between the departure and thedestination for the flight route, in the event a pilot user selects saidone or more waypoints for the flight route; an altitude for the flightroute; an aircraft type; and an aircraft tail number; and wherein (vi) aunit of said plurality of units, in response to user input to the unitvia a selectable menu item and utilizing the system and data of a saidcomplete set of data of a flight route, is programmed to submit a saidelectronic flight plan for filing; and (d) wherein, utilizing completesets of data of the database of a center, the system transmits aplurality of user selectable flight routes to a plurality ofdestinations for reception via a wireless communication to a unit ofsaid plurality of units; and wherein the unit is programmed to displayon its screen, in response to user inputs to the unit: (i) a listing ofuser selectable flight routes of said plurality user selectable flightroutes, wherein all flight routes of the listing are limited tocorresponding to a same airport identifier common to each flight routein the listing, and the listing is displayed along with said commonairport identifier; and (ii) another listing of user selectable flightroutes of said plurality of user selectable flight routes, wherein allflight routes of said another listing are limited to corresponding to asame aircraft tail number identifier common to each flight route in saidanother listing, and said another listing is displayed along with saidcommon tail number identifier; and (iii) a graphical depiction of aroute or course line, wherein the depiction was generated toautomatically correspond to identifier or location codes of a flightroute, the depiction displayed after selection via one or more of theunit's input sensors of a user selectable flight route from one of saidlistings; (e) wherein further, utilizing data of a user selectableflight route of the database of a center, the system transmits contentfor a new flight route, for reception via a wireless communication to aunit of said plurality of units; and wherein: (i) the unit is programmedto display on its screen for the unit's user: a new user selectableflight route, shared by another user via another unit of said pluralityof units, which was linked to an electronic message; and identity datalinked via the system to the new user selectable flight route; (ii) thelinked identity data includes at least a name: indicating the other userwho shared the new flight route, and which is associated with saidanother unit; (iii) the new user selectable flight route is delivered tothe unit to display on its screen within a listing of user selectableflight routes, displayed via a feature dedicated to viewing a listingshowing user selectable flight routes; is selectable via the listing viaone or more of the unit's input sensors; and is displayed in the listingalong with the linked identity data, and displayed along with display ofat least an airport identifier code or location code of the new flightroute's departure; (iv) wherein prior to displaying the new userselectable flight route within the listing, the unit is programmed todisplay on its screen said linked message, which message is initiatedvia said another unit and is a notification that a new user selectableflight route being shared is available from the system for viewing onthe screen of the unit; and (v) wherein a selectable menu item in adisplay, displayed on the screen of said another unit, is named as orlabeled as a feature allowing said another unit's user to select anoption to share a flight route, wherein the flight route is shareablevia a linked electronic message; and (f) wherein further, in the eventpermitted via personal identifying data of a user associated with a unitof said plurality of units, the system is configured to transmit contentfor reception via a wireless communication to said unit, wherein thecontent includes map data which includes terrain data; and wherein: (i)said unit is programmed to display on its screen in response to userinputs a three dimensional representation of terrain features of landfound along a route or course line of a user selectable flight route ofthe database of a center, via utilizing altitude data of the userselectable flight route and the map data; and (ii) in addition to orseparately from the display of the three dimensional representation onits screen, to display on its screen a depiction of weather informationassociated with the flight route.
 2. An electronic system to access adatabase of user selectable items and flight routes of one or moreremote processing centers comprising: a handheld portable data entryunit of a pilot user, said portable data entry unit comprising: (a) oneor more input sensors that input user commands and information to saidunit; (b) a wireless telecommunications interface; and (c) a displayscreen coupled to one or more of said sensors, which displays aplurality of user selectable items in response to input via a saidsensor; (d) wherein the unit communicates via a telecommunicationsnetwork and a wireless communication of data with one or more remoteprocessing centers; wherein said one or more centers includes one ormore database processors and computer storage, which storage stores adatabase of information and of user selectable flight routes built viaone or more database processors utilizing a plurality of complete setsof data of flight routes selected by pilot users for transmission to thedatabase and received via at least a plurality of said units; and (e)wherein the unit, to said one or more remote processing centers,transmits: (i) personal identifying data of a user associated with theunit, which includes data utilized as login information to permitreceiving of content from a remote processing center concerning flightroute information to the unit; (ii) codes for entry into the database,wherein each code represents a selected airport, navigation aid,reporting point, airway, predetermined route, or waypoint selected by auser of said unit in defining a flight route; and wherein each code isan identifier code or location code, each electronically checked ascorresponding with a valid airport, navigation aid, reporting point,airway, predetermined route, or waypoint; and (iii) for the database atleast a complete set of data of a flight route, from a departure to adestination; (iv) wherein the flight route corresponding to the completeset of data is stored in the database linked to a name of a user whichis associated with the unit; and (v) each said complete set of data of aflight route includes at least: a departure for the flight route whichincludes an airport identifier code or a location code; a destinationfor the flight route which includes an airport identifier code or alocation code; one or more intermediate waypoints between the departureand the destination for the flight route, in the event a pilot userselects said one or more waypoints for the flight route; an altitude forthe flight route; an aircraft type; and an aircraft tail number; and (f)wherein, utilizing complete sets of data of the database, the unitreceives from a remote processing center, upon one or more transmissionsfrom the unit, a plurality of user selectable flight routes to aplurality of destinations; and wherein the unit also is programmed todisplay on its screen, in response to user inputs to the unit: (i) alisting of user selectable flight routes of said plurality of userselectable flight routes, wherein all flight routes of the listing arelimited to corresponding to a same airport identifier common to eachflight route in the listing, and the listing is displayed along withsaid common airport identifier; and (ii) another listing of userselectable flight routes of said plurality of user selectable flightroutes, wherein all flight routes of said another listing are limited tocorresponding to a same aircraft tail number identifier common to eachflight route in said another listing, and said another listing isdisplayed along with said common tail number identifier; and (iii)wherein user selectable flight routes are selectable from said listingsvia one or more of the unit's input sensors; (g) wherein the unit alsois programmed to initiate transmission over a network of a real timemessage, concerning sharing a flight route for a day's flight, toanother said unit, wherein: (i) the message is selected for said anotherunit by a user of the unit, via one or more selectable menu items whichare integrated into one or more displays of data of the flight routedisplayed on the unit's screen; (ii) both the unit and said another unitwirelessly connect to a same network, wherein said same network is an802.11 network; (iii) at least said another unit is located within anaircraft when the unit and said another unit are connected to said samenetwork; and said another unit's screen and one or more input sensorsare in a form of a touchscreen interface; and (iv) the unit isprogrammed to transmit the message via said same network via utilizingone or more 802.11 protocols; and the message is a notification which islinked to the flight route, which flight route is linked to a user'sname associated with the unit, and notifies that the flight route for aday's flight is available for viewing on said another unit's screen; (h)wherein further the unit, in the event permitted via personalidentifying data of a user associated with the unit, is configured toreceive content, upon one or more requests transmitted from the unit,from a remote processing center, wherein the content includes map datawhich includes terrain data; and wherein: (i) the unit is programmed todisplay on its screen in response to user inputs a three dimensionalrepresentation of terrain features of an area of land along the way of auser selectable flight route of the database, via utilizing altitudedata of the user selectable flight route and the map data; and (ii) inaddition to or separately from the display of said three dimensionalrepresentation on its screen, to display on its screen a depiction ofweather information associated with the flight route.
 3. An electronicsystem concerning a database of user selectable items including aircraftflight routes comprised of data input from pilot users, accessible byusers of the system seeking route information or guidance, which systemcomprises: (a) a hand holdable portable data entry unit of a pilot userwhich unit includes: (i) one or more input sensors that input usercommands and information to said unit; (ii) a wirelesstelecommunications interface; (iii) a display screen coupled to one ormore of said sensors, which displays a plurality of user selectableitems in response to input via a said sensor; and (iv) wherein said unitis programmed to submit a flight plan in electronic form for filing withan aviation authority service; (b) a plurality of handheld mobiledevices, wherein each mobile device of said plurality includes memoryfor retention of information, processing circuitry, a touchscreeninterface including a display screen, and a wireless telecommunicationsinterface, and wherein each said mobile device is a mobile telephone ora tablet computer; (c) wherein said portable unit communicates via atelecommunications network and a wireless communication of data with oneor more remote processing centers, wherein said one or more centersinclude one or more database processors and computer storage, whichstorage stores a database of user selectable flight routes andinformation built via one or more database processors utilizing aplurality of complete sets of data of flight routes selected by pilotusers for transmission to the database via at least a plurality of saidunits; and wherein said portable unit, to said one or more centers,transmits: (i) personal identifying data of a user associated with saidunit, which includes data utilized as login information to permitreceiving of content from a remote processing center concerning flightroute information to said unit; (ii) codes for entry into the database,wherein each code represents a selected airport, navigation aid,reporting point, airway, predetermined route, or waypoint selected by auser of said unit for defining a flight route; and wherein each code isan identifier code or location code, each electronically checked ascorresponding with a valid airport, navigation aid, reporting point,airway, predetermined route, or waypoint; (iii) for the database atleast a complete set of data of a flight route selected by a pilot user,from a departure to a destination; and (iv) wherein the flight routecorresponding to the complete set of data is stored in the databaselinked to a name of a user which is associated with said unit; (v)wherein each said complete set of data of a flight route includes atleast: a departure for the flight route which includes an airportidentifier code or a location code; a destination for the flight routewhich includes an airport identifier code or a location code; one ormore intermediate waypoints between the departure and the destinationfor the flight route, in the event a pilot user selects said one or morewaypoints for the flight route; an altitude for the flight route; anaircraft type; and an aircraft tail number; (vi) a unit of saidplurality of units, in response to user input to the unit via aselectable menu item and utilizing data of a said complete set of dataof a flight route, is programmed to submit a said electronic flight planfor filing; and (d) wherein, utilizing data of a plurality of userselectable flight routes of the database, said portable unit receives,upon one or more transmissions from said unit, data from a remoteprocessing; and wherein said unit is programmed to display on itsscreen, in response to user inputs to said unit: (i) a listing of userselectable flight routes of said plurality of user selectable flightroutes, wherein all flight routes of the listing are limited tocorresponding to a same airport identifier common to each flight routein the listing, and the listing is displayed: along with said commonairport identifier and a plurality of destinations; and (ii) a graphicaldepiction of a route or course line on an electronic map, wherein thedepiction was generated to correspond to identifier or location codes ofa flight route, the depiction displayed after a user via one or more ofsaid input sensors selects a user selectable flight route from thelisting; (e) wherein said portable unit is programmed to display on itsscreen a selectable menu item or icon, wherein selection of said menuitem or icon by a user of said unit permits said unit to communicatereal time visual and textual information from said unit via a network toa handheld device of said plurality of handheld mobile devices; wherein:(i) said menu item or icon is integrated into a display utilized foraccessing flight route information, and displayed on the screen of saidunit along with other selectable menu items utilized to access flightroute information; (ii) said network is an 802.11 network, and the realtime visual and textual information is communicated via said network viaone or more 802.11 protocols; and (iii) at least said portable unit islocated within an aircraft when communicating via said network to saidhandheld mobile device, and the screen and one or more of the inputsensors of said unit are in a form of a touchscreen interface; (f)wherein said portable unit is programmed to permit a user via itstouchscreen interface to amend, add or update data of a flight routepreviously transmitted from said unit for the database; (g) wherein ahandheld device of said plurality of handheld mobile devices isprogrammed to receive timely or updated flight route information to saiddevice in response to entry of a request for timely or updated flightroute information; and (h) wherein a handheld device of said pluralityof handheld mobile devices is programmed to permit a user to accessflight route information of a pilot via a selectable pilots menu itemdisplayed on the screen of said device, wherein: (i) the selectablepilots menu item corresponds to one or more pilot users of the system;(ii) subsequent to selection of said pilots menu item, said handhelddevice displays a selectable item identifying and corresponding to apilot user of the system; and (iii) via said selectable pilots menu itema user of said handheld device is permitted to view on its screen aflight route associated with a pilot selected via the pilots menu item.4. The electronic system according to claim 1, wherein via a remoteprocessing center updated route information, for updating a said newuser selectable flight route previously transmitted to the unit, istransmitted to the unit after information of the flight route has beenamended, added to, or updated by a user indicated as having shared theflight route.
 5. The electronic system according to claim 1, wherein amenu item, which is named or labeled as a feature to filter or searchuser selectable flight routes, is displayed on the unit's screen alongwith the new user selectable flight route displayed within the listingof user selectable flight routes.
 6. The electronic system according toclaim 1, wherein a unit of said plurality of units is also programmed todisplay on its screen, in response to user inputs to said unit to selecta pilot user, a listing of user selectable flight routes of the databaseof a center, wherein each flight route of said listing is limited tocorresponding to a same pilot user of the system, wherein the same useris other than a user associated with said unit.
 7. The electronic systemaccording to claim 2, wherein the database processor transmits via saidnetwork interface an alert to a unit of said plurality of units whichidentifies a flight route newly added to the database of a center andavailable for viewing via the system and which flight route corresponds:to a desired destination airport previously transmitted via said unit tothe system; and to a pilot user's profile.
 8. The electronic systemaccording to claim 1, wherein: (i) each unit of said plurality ofportable data entry units is in a form of a tablet computer or mobiletelephone device and its screen and one or more of its input sensorscomprise a touchscreen interface; (ii) a display on a said unit's screenof one of said listings of user selectable flight routes is displayedvia a plurality of selectable menu items, wherein each menu itemincludes and is made of at least a destination name or other identifierwhich is a representation of the name and location of a destinationairport; and (iii) the listing of flight routes which corresponds withan airport identifier for the same airport and the another listing whichcorresponds with an aircraft tail number identifier for the sameaircraft are displayed together for viewing or displayed separately forviewing.
 9. The electronic system according to claim 1, wherein: (i)said one or more centers comprises a computer, a plurality of computersat one or more physical locations, farms of computers, a singleproprietary system, or a storage area network; (ii) the database of acenter is: a database distributed among multiple data processors and/orcomputers; one of multiple databases; one of multiple databases whereinone or more of the multiple databases are located in one or more othercenters of said one or more centers; a database which is a subset of adatabase; made of one or more sub-databases; or a database stored in astorage area network; and (iii) login information is stored for lateruse to access content of the system via a unit of said plurality ofunits.
 10. The electronic system according to claim 1, wherein a unit ofsaid plurality of portable data entry units is programmed also to sharea flight route via a same network with another unit of said pluralitywhile said unit is within an aircraft, and said unit and said other unitare connected to said same network which is an 802.11 network utilizingone or more 802.11 protocols.
 11. The electronic system according toclaim 1, wherein a said airport is a heliport or other landing area orlanding facility.
 12. The electronic system according to claim 2,wherein: (i) each unit of said plurality of portable data entry units isin a form of a tablet computer or mobile telephone device and its screenand one or more of its input sensors comprise a touchscreen interface;(ii) a display on a said unit's screen of one or more of said listingsof user selectable flight routes is displayed via a plurality ofselectable menu items, wherein each menu item includes and is made of atleast a destination name or other identifier which is a representationof the name and location of a destination airport; (iii) the listing offlight routes which corresponds with an airport identifier for the sameairport and the another listing which corresponds with an aircraft tailnumber identifier for the same aircraft are displayed together forviewing or displayed separately for viewing; and (v) a listing of userselectable flight routes is displayed after filtered dependent on aroute parameter.
 13. The electronic system according to claim 2,wherein: (i) said one or more centers comprises a computer, a pluralityof computers at one or more physical locations, farms of computers, asingle proprietary system, or a storage area network; (ii) the databaseis: a database distributed among multiple data processors and/orcomputers; one of multiple databases; one of multiple databases whereinone or more of the multiple databases are located in one or more centersof said one or more centers; a database stored in multiple said one ormore centers; a database which is a subset of a database; made of one ormore sub-databases; or a database stored in a storage area network; and(iii) login information utilized by the system is stored via a unit ofsaid plurality of units for later use to access content of the system,or login information is required prior to a subsequent receipt ofcontent for the unit.
 14. The electronic system according to claim 2,wherein a said airport is a heliport or other landing area or landingfacility.
 15. The electronic system according to claim 3, wherein adisplay on a said unit's screen of a said plurality of user selectableflight routes or of a said listing of user selectable flight routes ofsaid plurality of user selectable flight routes is displayed via aplurality of selectable menu items, wherein each menu item includes andis made of at least a destination name or other identifier which is arepresentation of the name and location of a destination airport. 16.The electronic system according to claim 3, wherein (i) said one or morecenters comprises a computer, a plurality of computers at one or morephysical locations, farms of computers, a single proprietary system, ora storage area network; (ii) the database is: a database distributedamong multiple data processors and/or computers; one of multipledatabases; one of multiple databases wherein one or more of the multipledatabases are located in one or more centers of said one or morecenters; a database stored in multiple said one or more centers; adatabase which is a subset of a database; made of one or moresub-databases; or a database stored in a storage area network; and (iii)login information utilized by the system is stored via a unit of saidplurality of units for later use to access content of the system, orlogin information is required prior to a subsequent receipt of contentfor the unit.
 17. The electronic system according to claim 3, wherein asaid airport is a heliport or other landing area or landing facility.18. The electronic system according to claim 3, wherein the network ismade of one or more connected networks, each utilizing an 802.11protocol.
 19. The electronic system according to claim 1, wherein one ormore of said one or more intermediate waypoints is each an airport. 20.The electronic system according to claim 1, wherein: a center of saidone or more centers is configured to permit administrator access to usethe system to administer, control, maintain, or correct one or moredatabases via a communications network or via direct access to adatabase processor.
 21. The electronic system according to claim 1,wherein a said valid airport, navigation aid, reporting point, airway,predetermined route, or waypoint includes any respective airport,navigation aid, reporting point, airway, predetermined route, orwaypoint acceptable by an international or governmental aviationauthority for insertion in completing or filing a flight plan.
 22. Theelectronic system according to claim 1, wherein via selection of the newuser selectable flight route via the listing of user selectable flightroutes, the unit is additionally caused to display on its screen atleast: an aircraft type and an aircraft tail number associated with thenew user selectable flight route and a graphical depiction of a route orcourse line of the new user selectable flight route corresponding toidentifier or location codes of the new user selectable flight route.23. The electronic system according to claim 1, wherein (i) the personalidentifying data is stored via the unit linked to at least an aircrafttail number and an aircraft type associated with the personalidentifying data; and (ii) the listing of user selectable flight routesof said plurality user selectable flight routes is displayed: along withsaid common airport identifier and a plurality of destinations.
 24. Anelectronic system including one or more remote processing centers, saidone or more centers each comprising: (a) a network interface configuredto connect said center, via a telecommunications network and a wirelesscommunication of data, to communicate with a handheld portable dataentry unit of a pilot user, said unit including: (i) one or more inputsensors to input user commands and information to said unit; (ii) awireless communications interface; and (iii) a display screen to displayuser selectable items; (b) a database processor and computer storage;(c) a database of information, and of user selectable flight routesbuilt via one or more said database processors utilizing a plurality ofcomplete sets of data of flight routes selected by one or more pilotusers to transmit to the system via at least one or more of a pluralityof said handheld units; and wherein a center of said one or morecenters: (i) receives and accepts from a unit of said plurality of unitsa plurality of codes for the center's database, wherein each coderepresents a selected airport, navigation aid, reporting point, airway,predetermined route, or waypoint selected by a user of said unit indefining a flight route; and wherein each code is an identifier code orlocation code, each electronically checked as corresponding with a validairport, navigation aid, reporting point, airway, predetermined route,or waypoint; (ii) receives and accepts for the center's database from aunit of said plurality of units a complete set of data of a flight routeselected by a user of said unit; and (iii) stores the flight route,corresponding to the complete set of data, with the flight route linkedto an identity of a user, which identity is associated with the unit ofsaid plurality of units which transmitted the complete set of data; (iv)each said complete set of data of a flight route including: a departurefor the route which includes an airport identifier code or a locationcode; a destination for the route which includes an airport identifiercode or a location code; one or more intermediate waypoints between thedeparture and the destination for the route, in the event a user selectssaid one or more waypoints for the route; an altitude for the route; anaircraft type; and an aircraft tail number; and wherein (d) utilizingdata of user selectable flight routes of the database of a center, thesystem transmits for reception via wireless communication to a unit ofsaid plurality of units a plurality of user selectable flight routes;and the unit is programmed to: (i) display in response to user input alisting of user selectable flight routes of said plurality of routes,wherein: the listing includes multiple destinations or departures; andall routes of the listing are limited to corresponding to a same airportidentifier common to each route in the listing; and the listing isdisplayed along with said common airport identifier; (ii) display agraphical depiction of a route or course line corresponded to identifieror location codes of a flight route, displayed after selection via oneor more of the unit's input sensors of a user selectable flight routefrom the listing; and (iii) submit an electronic flight plan via thesystem for filing with an aviation authority service, via utilizing: aselectable menu item named as or labeled as a feature allowing a user tofile a flight plan; and data of a route of said plurality of flightroutes; (e) utilizing data of a user selectable flight route of thedatabase of a center, the system transmits content for a new userselectable flight route, for reception via wireless communication to aunit of said plurality of units; and: (i) the unit is programmed todisplay on its screen for its user: a new user selectable flight route,shared by another user via another unit of said plurality of units,which was linked to an electronic message; and identity data linked tothe new route, linked via the database of a center; (ii) the linkedidentity data including a name: indicating the other user who shared thenew route; and which is associated with said another unit; (iii) the newuser selectable flight route is delivered to the unit to display via afeature dedicated to viewing a listing showing user selectable flightroutes; is selectable from the listing via one or more of the unit'sinput sensors; is displayed in the listing along with the linkedidentity data; and is displayed along with at least an airportidentifier code or location code of the new route's departure; (iv)wherein prior to displaying the new user selectable flight route withinthe listing, the unit is programmed to receive said linked message,which message is initiated via said another unit and is a visualnotification that a new user selectable flight route being shared isavailable via the system for viewing on the unit's screen; (v) wherein aselectable menu item in a display, displayed on said another unit'sscreen, is named as or labeled as a feature allowing said another unit'suser to select an option to share a flight route, which route isshareable via a linked electronic message; and (vi) wherein said anotherunit is programmed to permit a user via one or more of its input sensorsto amend, add to or update content of a flight route previouslytransmitted via the system to the unit; and the system transmits to theunit updated route information, updating the user selectable flightroute linked to the identity data.
 25. The electronic system accordingto claim 24, wherein the unit, in response to user input to the unit, isprogrammed to submit an electronic flight plan for filing with anaviation authority service via the system via also utilizing: aselectable menu item named as or labeled as a feature allowing a user tocopy data of a flight route; and data of the content of the new userselectable flight route transmitted to the unit.
 26. The electronicsystem according to claim 24, wherein, in the event permitted viapersonal identifying data of a user associated with a unit of saidplurality of units, the system is configured to transmit content forreception via a wireless communication to said unit, wherein the contentincludes map data which includes terrain data; and wherein: (i) saidunit is programmed to display on its screen in response to user inputs athree dimensional representation of terrain features of land found alonga route or course line of a user selectable flight route of the databaseof a center, via utilizing altitude data of the user selectable flightroute and the map data; and (ii) in addition to or separately from thedisplay of the three dimensional representation on its screen, todisplay on its screen a depiction of weather information associated withthe flight route.
 27. The electronic system according to claim 24,wherein: (i) said one or more centers comprises a computer, a pluralityof computers at one or more physical locations, farms of computers, asingle proprietary system, or a storage area network; (ii) the databaseof a center is: a database distributed among multiple data processorsand/or computers; one of multiple databases; one of multiple databaseswherein one or more of the multiple databases are located in one or moreother centers of said one or more centers; a database which is a subsetof a database; made of one or more sub-databases; or a database storedin a storage area network; and (iii) login information is stored forlater use to access content of the system via a unit of said pluralityof units.
 28. The electronic system according to claim 24, wherein asaid airport is a heliport or other landing area or landing facility.29. The electronic system according to claim 24, wherein one or more ofsaid one or more intermediate waypoints is each an airport.
 30. Theelectronic system according to claim 24, wherein: a center of said oneor more centers is configured to permit administrator access to use thesystem to administer, control, maintain, or correct one or moredatabases via a communications network or via direct access to adatabase processor.
 31. The electronic system according to claim 24,wherein a said valid airport, navigation aid, reporting point, airway,predetermined route, or waypoint includes any respective airport,navigation aid, reporting point, airway, predetermined route, orwaypoint acceptable by an international or governmental aviationauthority for insertion in completing or filing a flight plan.
 32. Theelectronic system according to claim 1, wherein each of said pluralityof codes which represents a selected airport, navigation aid, reportingpoint, airway, predetermined route, or waypoint selected by a user ofsaid unit in defining a flight route, which a said center receives andaccepts from a unit of said plurality of units, is each electronicallychecked as corresponding with a valid airport, navigation aid, reportingpoint, airway, predetermined route, or waypoint via: a remote processingcenter; other electronic means which is utilized to accomplish a contentrequest or transmission; or utilizing one or fewer than one (withoututilizing) request or transmission to a remote processing center. 33.The electronic system according to claim 24, wherein each of saidplurality of codes which represents a selected airport, navigation aid,reporting point, airway, predetermined route, or waypoint selected by auser of said unit in defining a flight route, which a said centerreceives and accepts from a unit of said plurality of units, is eachelectronically checked as corresponding with a valid airport, navigationaid, reporting point, airway, predetermined route, or waypoint via: aremote processing center; other electronic means which is utilized toaccomplish a content request or transmission; or utilizing one or fewerthan one (without utilizing) request or transmission to a remoteprocessing center.
 34. An electronic system accessible by users seekingflight route information or guidance, which system comprises: (a) ahandheld portable data entry unit which unit includes: (i) one or moreinput sensors that input user commands and information to said unit;(ii) a wireless telecommunications interface; (iii) a display screen todisplay user selectable items; and (iv) wherein the unit is programmedto submit a flight plan in electronic form for filing with an aviationauthority service on behalf of a pilot user associated with the unit;(b) a plurality of handheld mobile devices, wherein each handheld deviceof said plurality includes a touchscreen interface including a displayscreen, and a wireless telecommunications interface, and wherein eachsaid handheld device is a mobile telephone or a tablet computer; and (c)wherein the unit communicates via a telecommunications network and awireless communication of data with one or more remote processingcenters, wherein said one or more centers include one or more databaseprocessors and computer storage, which storage stores a database of userselectable flight routes and information built via one or more databaseprocessors utilizing a plurality of complete sets of data of flightroutes selected by pilot users for transmission to the database via atleast a plurality of the units; and wherein the unit, to said one ormore centers, transmits: (i) a plurality of codes for entry into thedatabase, wherein each code represents a selected airport, navigationaid, reporting point, airway, predetermined route, or waypoint selectedby a user of the unit for defining a flight route; and wherein each codeis an identifier code or location code, each electronically checked ascorresponding with a valid airport, navigation aid, reporting point,airway, predetermined route, or waypoint; and (ii) a complete set ofdata of a flight route selected by a user of the unit; and, wherein(iii) the flight route corresponding to the complete set of data isstored in the database linked to an identity of a user, which identityis associated with said unit; (iv) each said complete set of data of aflight route including: a departure for the flight route which includesan airport identifier code or a location code; a destination for theflight route which includes an airport identifier code or a locationcode; one or more intermediate waypoints between the departure and thedestination for the flight route, in the event a user selects said oneor more waypoints for the flight route; an altitude for the flightroute; an aircraft type; and an aircraft tail number; and (v) the unit,in response to user input to the unit via a selectable menu item andutilizing data of a complete set of data of a flight route, isprogrammed to submit a said electronic flight plan for filing; and (d)utilizing data of user selectable flight routes of the database, theunit receives a plurality of user selectable flight routes from a remoteprocessing center; wherein the unit is programmed to display on itsscreen, in response to user inputs to the unit: (i) a listing of userselectable flight routes of said plurality of routes, wherein: thelisting includes multiple destinations or departures; and all routes ofthe listing are limited to corresponding to a same airport identifiercommon to each route in the listing, and the listing is displayed alongwith said common airport identifier; and (ii) a graphical depiction of aroute or course line corresponded to identifier or location codes of aflight route, displayed after selection, via one or more of the unit'sinput sensors, of a user selectable flight route from the listing; and(e) the unit is programmed to display on its screen a menu item or icon,wherein selection of said menu item or icon permits the unit tocommunicate real time visual and textual information from the unit via anetwork to a device of said plurality of devices; wherein: (i) the unitis located within an aircraft when communicating the information to saiddevice via the network, and the screen and one or more of the inputsensors of the unit are in a form of a touchscreen interface; (ii) saidmenu item or icon is integrated into a display utilized to access flightroute data, and is displayed along with other menu items utilized toaccess flight route data; and (iii) the network is an 802.11 network,and the real time visual and textual information is communicated to saiddevice via the network via one or more 802.11 protocols; and wherein(iv) the unit is also programmed to permit a user, via its touchscreeninterface, to amend, add or update data of a flight route previouslytransmitted from the unit for the database; and (f) a device of saidplurality of devices also is programmed to: (i) permit a user to accessflight route information via a pilots menu item, wherein said menu itemcorresponds to one or more pilot users of the system; and via said menuitem a user is permitted to view on said device's screen a flight routeassociated with a pilot user of the system, including a graphicaldepiction of a route or course line corresponded to identifier orlocation codes of the flight route; and (ii) automatically receive tosaid device information which is timely or updated flight routeinformation.